装配式地铁车站叠合顶板受力性能试验研究  

Experimental research on mechanical performance of a composite roof slab in precast subway stations

作　　者：莫振泽 冯帅克 卞波 孙延盼 李鹏 管东芝[2] 郭正兴[2] MO Zhenze;FENG Shuaike;BIAN Bo;SUN Yanpan;LI Peng;GUAN Dongzhi;GUO Zhengxing(Xicheng-CRRC(Wuxi)Urban Rail Transit Engineering Co.,Ltd.,Wuxi 214432,China;School of Civil Engineering,Southeast University,Nanjing 211189,China;Urban Rail Transit Engineering Co.,Ltd.of China Railway First Group Co.,Ltd.,Wuxi 214104,China)

机构地区：[1]锡澄中车(无锡)城市轨道交通工程有限公司,江苏无锡214432 [2]东南大学土木工程学院,江苏南京211189 [3]中铁一局集团城市轨道交通工程有限公司,江苏无锡214104

出　　处：《铁道科学与工程学报》2024年第5期1919-1929,共11页Journal of Railway Science and Engineering

基　　金：国家自然科学基金资助项目(52278154)。

摘　　要：为减轻装配式地下车站结构中预制顶板构件的重量、增加结构整体性和防水性、提高施工现场的安装效率,提出一种由预制带肋底板和现浇混凝土叠合层组成的新型预应力混凝土带肋叠合顶板。针对无支撑和有支撑2种安装工况,设计制作4块长度为9 m的足尺叠合顶板试件。采用单调静力加载试验的方式分别研究叠合顶板构件在1阶段受力模式和2阶段受力模式下的受力性能。对预制带肋底板变形、叠合顶板试件的裂缝分布、跨中弯矩-位移曲线和钢筋应变等进行对比和分析,并结合试验结果修正叠合顶板最大裂缝宽度的理论计算方法。研究结果表明:叠合顶板整体受力性能良好,加载过程中叠合面未出现贯通裂缝和滑移破坏;2阶段受力叠合顶板在板底裂缝宽度达到控制限值时,对应的跨中弯矩较1阶段受力叠合顶板减少30.0%,在跨中位移达到变形限值时,对应的跨中弯矩较1阶段受力叠合顶板减少11.6%,说明其在设计时应更加关注变形和裂缝控制;2阶段受力叠合板试件板底和板顶纵筋分别存在着“拉应力超前”和“压应力滞后”现象,在配筋设计时可进一步优化配筋;修正的最大裂缝宽度计算方法可用于叠合顶板1阶段和2阶段受力工况的计算,并保证安全。研究结果为进一步丰富装配式地铁车站的构件形式以及新型叠合板试件的设计提供参考。To limit the weight of the prefabricated roof slabs in the prefabricated subway stations,enhance the structural integrity and waterproofness,and further improve the installation efficiency of the construction site,a new type of prestressed concrete composite roof slab with ribs was put forward in this paper.It was composed of a precast ribbed bottom slab and a cast-in-place concrete composite layer.Considering the installation with or without a full-hall support frame,4 full-scale composite slab specimens with a length of 9 m were designed and manufactured.The mechanical performance of one-stage loading and secondary loading composite slab specimens was investigated by a monotonic static loading test,respectively.The displacements of the precast bottom slabs with ribs,the crack distribution,curves of the moment at mid-span and deflection,steel strain development of the composite slabs were compared and analyzed.The theoretical calculation method for the maximum crack width of the proposed monolithic slabs was modified based on the test results.The results show that the proposed composite roof slabs exhibit satisfactory overall mechanical performance.There is no throughsplitting crack and slip failure in the composite surface during the loading process.The moment at mid-span of the secondary loading composite slab specimens,corresponding to the limited crack width at the bottom of the slab,is 30.0%smaller than that of the one-stage loading specimens.The moment corresponding to the limited mid-span deflection,is 11.6%smaller than that of the one-stage loading specimens.Therefore,the deflection and crack control for the secondary loading composite slab should be paid more attention to during design process.There is phenomenon of“stress leading”and“stress hysteresis”for the bottom and top longitudinal reinforcing rebars at the secondary loading composite slab specimens,respectively.The reinforcement can be optimized when the reinforcing rebars are designed.The modified calculation method for the maximum crack

关 键 词：装配式地下车站 叠合顶板 单调静力加载试验 2阶段受力 裂缝宽度 

分 类 号：TU375[建筑科学—结构工程] TU231.4